Abteilung Straßenverkehrstechnik
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- Sicherheit (55)
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- Anschlussstelle (5)
- Before and after study (5)
- Betriebshof (5)
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- injury) (5)
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- Automatisch (3)
- Bemessung (3)
- Bevölkerung (3)
- Brücke (3)
- Car (3)
- Chart (3)
- Datei (3)
- Design (overall design) (3)
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- Emission control (3)
- Energie (3)
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- Entwässerung (3)
- Ergonomics (3)
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- Graphische Darstellung (3)
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- Interview (3)
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- Landschaftsgestaltung (3)
- Leitsystem (3)
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- Mathematical model (3)
- Mauer (3)
- Menschlicher Faktor (3)
- Messgerät (3)
- Metall (3)
- Model (not math) (3)
- Nitrogen oxide (3)
- Notfall (3)
- Parken (3)
- Parking (3)
- Passive safety system (3)
- Passives Sicherheitssystem (3)
- Pkw (3)
- Population (3)
- Private transport (3)
- Rechenmodell (3)
- Reconstruction (accid) (3)
- Recreation (3)
- Region (3)
- Reifen (3)
- Road traffic (3)
- Road verge (3)
- Severity (accid (3)
- Sichtweite (3)
- Simulation (3)
- Speed control (struct elem) (3)
- Spreading (3)
- Stickoxid (3)
- Straßenverkehr (3)
- Straßenverkehrstechnik (3)
- Traffic engineering (3)
- Traffic signal (3)
- Tyre (3)
- Unfallrekonstruktion (3)
- Variable message sign (3)
- Vehicle actuated (3)
- Verkehrsabhängig (3)
- Verteilung (mater) (3)
- Visibility distance (3)
- Waiting time (3)
- Wall (3)
- Wartezeit (3)
- Weathering (3)
- Wirksamkeitsuntersuchung (3)
- Year (3)
- Abbiegen (2)
- Abfluss (2)
- Abkommen von der Fahrbahn (Unfall) (2)
- Abstumpfen (2)
- Aquaplaning (2)
- Aromatic compounds (2)
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- Auftauen (2)
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- Electronic driving aid (2)
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- Emissionskontrolle (2)
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- Exit (2)
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Measuring and characterizing airborne particulate matter (PM) is an important research area because PM can lead to impacts on health and to visibility reduction, material damage and groundwater pollution. In regard to road dust, suspension and re-suspension and the contribution of non-exhaust PM to total traffic emissions are expected to increase as a result of predicted climate scenarios. European environmental regulations have been enforced to reduce exhaust particle emissions from road traffic, but little attention has been paid to reducing non-exhaust coarse particle emissions due to traffic. Therefore, a monitoring program for coarse PM has been initiated in early 2013 to assess the predicted increase in the abundance of non-exhaust particles. Particle sampling was performed with the passive-sampler technique Sigma-2. The subsequent single-particle analysis allows for characterization of individual particles, determination of PM size distribution, and calculation of PM mass concentrations. Two motorways n ear Cologne (Koeln), Germany were selected as sampling sites, and the experimental setup in the field was realized with a so-called twin-site method. The present study reports single-particle analysis data for samples collected between May 31, 2013 and May 30, 2014. Coarse PM, generated through multi-source mechanisms, consists of, e.g., tire-wear, soot aggregates, and mineral dust. The highest mass concentration occurs at both motorways in spring, and the observed PM mainly contains traffic-abrasion particles. The field measurements show that the minimum PM concentration was found in the 5 to 12-°C temperature range, whereas the maximum concentration was observed in both the "5 to 5-°C and the 12 to 24-°C ranges, in agreement with previous laboratory measurements. Correlation between super-coarse (d p 10"80 μm, geometric equivalent diameter) PM concentration and precipitation displays a significant increase in concentration with decreasing number of precipitation events (dry weather periods).
Unter bestimmten Voraussetzungen sind im Zuge der quantitativen Sicherheitsbewertung von Straßentunneln Risikoanalysen durchzuführen. Neben objekt-, verkehrs- oder ereignisspezifischen Parametern gibt es auch etliche Eingangsparameter, die fest im Risikomodell hinterlegt sind und deren Variation für gewöhnlich nicht vorgesehen ist. Dies trifft auch für Parameter des menschlichen Verhaltens zu. Im Zuge von Versuchsreihen zum Flucht- und Reaktionsverhalten der Verkehrsteilnehmer im Ereignisfall in Straßentunneln wurden verschiedene Verhaltensparameter ermittelt und analysiert, die den konventionellen Modell-Basisparametern erstmals im Österreichischen Tunnelrisikomodell (TuRisMo) gegenübergestellt werden. Als Ergebnis kann auf Basis der aktuell gewonnenen Verhaltensparameter eine Senkung des Gesamtrisikos aufgezeigt werden, dessen Einordnung im folgenden Beitrag diskutiert wird.
Im Jahr 2016 wird die Zahl der Unfälle mit Personenschaden sowie die Zahl der Verunglückten insgesamt geringfügig steigen. Die Zahl der im Straßenverkehr getöteten Personen wird jedoch nach Anstiegen in den beiden vergangenen Jahren 2016 wieder zurückgehen. Nach Schätzungen der Bundesanstalt fuer Straßenwesen (BASt) wird für die Zahl der im Straßenverkehr Getöteten im Jahr 2016 gegenüber 2015 ein Rückgang um circa 6% auf etwa 3.240 Getötete erwartet. Die Gesamtzahl der polizeilich erfassten Unfälle wird im Jahr 2016 um äber 3 % ansteigen. Mit gut 2,6 Millionen Unfällen erreicht die Zahl somit den höchsten Wert seit 1991. Bei der Zahl der Unfälle mit Personenschaden wird im Vergleich zu 2015 (305.659 Unfälle) ein weiterer Anstieg um knapp 1.000 Unfälle erwartet. Die Zahl der bei diesen Unfällen Verunglückten (verletzte and getötete Personen; 2015: 396.891) wird dabei ebenfalls um über 1.000 ansteigen, auf circa 398.000 Verunglückte im Jahr 2016. Dies wären jeweils die höchsten Werte seit 2009. Die Zahl der getöteten Motorradnutzer wird um über 100 beziehungsweise um circa 17 % zurückgehen. Die Gesamtzahl der getöteten Pkw-Insassen (2015:1.620) wird im Jahr 2016 um über 2 % sinken und damit etwa das Niveau von 2013/14 erreichen. Bei der Anzahl der getöteten Radfahrer (2015: 383 Getötete) wird erneut ein Rückgang um etwa 3 % erwartet. Die Zahl der getöteten Fussgänger im Straßenverkehr wird nach dem Anstieg im Vorjahr (2015: 537 Getötete; +2,7 %) dagegen wieder um knapp 4 % sinken. Bei den Alkoholunfällen mit Personenschaden (2015: 13.239) setzt sich der kontinuierlich rückläufige Trend fort. Für 2016 wird ein Rückgang auf etwa 13.000 Unfälle erwartet. Für die Gesamtfahrleistung der Kraftfahrzeuge wird im Jahr 2016 ein Anstieg um etwa 1,8 % erwartet. Auf Bundesautobahnen wird mit einem Anstieg um 2,5 % gerechnet.
Accidents between right turning trucks and straight driving cyclists often show massive consequences. Accident severity in terms of seriously or fatally injured cyclists that are involved is much higher than in accidents of other traffic participants in other situations. It seems clear that adding additional mirrors will very likely not improve the situation. At ESV 2015, a methodology to derive test procedures and first test cases as well as requirements for a driver assist system to address blind spot accidents has been presented. However, it was unclear if and how testing of these cases is feasible, to what extent characteristics of different truck concepts (e.g. articulated vehicles, rigid vehicles) influence the test conduction and outcome, and what tolerances should be selected for the different variables. This work is important for the acceptance of a draft regulation in the UN working group on general safety. In the meantime, three test series using a single tractor vehicle, a tractor-semitrailer combination and a rigid vehicle have been conducted. The test tools (e.g. surrogate devices) have been refined. A fully crashable, commercially available bicycle dummy has been tested. If used correct, this dummy does follow a straight line quite precisely and it does not cause any damage to the truck under test in case of accidental impact. The dummy specifications are freely available. During testing, the different vehicle categories resulted in different trajectories being driven. Articulated vehicle combinations did first execute a turn into the opposite direction, and on the other hand, single tractor vehicles did behave comparable to passenger cars. A possible solution to take these behaviors into account is to require the vehicles to drive through a corridor that is narrow for a precise straight-driving phase and extends during the turn. Other investigated parameters are the dummy and vehicle speed tolerances. The results from this research make it possible to draft a regulation for a driver assistance system that helps to avoid blind spot accidents: test cases have been refined, their feasibility has been checked, and corridors for the vehicles and for important parameters (e.g. test speeds) have been set. The test procedure is applicable to all types of heavy goods vehicles. In combination with the accidentology (ESV 2015 paper), the work provides the basis for a regulation for such an assistance system.
This study aimed to better understand nitrate transport in the soil system in a part of the state of North Rhine-Westphalia, in Germany, and to aid in the development of groundwater protection plans. An advection-diffusion (AD) cell was used in a miscible displacement experiment setup to characterize nitrate transport in 12 different soil samples from the study area. The three nitrate sorption isotherms were tested to define the exact nitrate interaction with the soil matrix. Soils varied in their properties which in its turn explain the variations in nitrate transport rates. Soil texture and organic matter content showed to have the most important effect on nitrate recovery and retardation. The miscible displacement experiment indicated a decrease in retardation by increasing sand fraction, and an increase in retardation by increasing soil organic matter content. Soil samples with high sand fractions (up to 94 %) exhibited low nitrate sorption capacity of less than 10 %, while soils with high organic matter content showed higher sorption of about 30 %. Based on parameterization for nitrate transport equation, the pore water velocity for both sandy and loamy soils were significantly different (P < 0.001). Pore water velocity in sandy soil (about 4 x 10 high 3 m/s) was about 100 to 1000 larger than in loamy soils (8.7 x 10 high 5 m/s). On the other hand, the reduction in nitrate transport in soils associated with high organic matter was due to fine pore pathways clogged by fine organic colloids. It is expected that the existing micro-phobicity increased the nitrate recovery from 9 to 32 % resulting in maximum diffusion rates of about 3.5 x 10 high 5 m/s2 in sandy soils (sample number CS-04) and about 1.4 x 10 high 7 m/s2 in silt loam soils (sample number FS-02).
Non-point sources of traffic-related pollution become a major concern as they " compared to the point-source inputs " are more difficult to be defined or controlled. It is crucial to evaluate the fraction of traffic-related contamination that is transported to the road surroundings as it could negatively impact soil, surface water and groundwater. This study describes two means through which pollutants leave the road to the surrounding environment. Three German motorways were selected (A4, A555, and A61), where runoff and deposits were analyzed to determine pollutant load moving into the roadside soil or into the drainage system. Each of the three motorways carries approximately 70,000 vehicles a day on 4 to 6 driving lanes; and they cover a broad range of truck participation in the total traffic load ranging from 5.4% to 19.8%. The three motorways represent several topographical and landscape features as forest with noise barrier and parallel as well as perpendicular orientation to the main wind direction. Sampling of runoff and deposition was done on monthly basis. Bulk deposition was collected in Bergerhoff vessels at two heights (1.5 m and 0.3 m above the ground) and in 1 m, 2.5 m, 5 m and 10 m distances from the road edge. The results showed that heavy metals as well as large amounts of mineral compounds are moving from the driving lanes into the roadside environment. This includes sodium from applying deicing salts in winter seasons, which could be found in soil, dust and water samples. Calcium and iron were also detected in almost comparable concentrations. The annual deposition flow (bulk deposition) measured at a height of 1.5 m was higher than the comparative values for urban areas and background measuring points. The spatial distribution of material deposition showed clear differences between the three motorways. The pollutant load in deposition measured near the ground surface was higher than those measured at 1.5 m above the land surface. At all three sites, a clear negative correlation between pollutant load and the distance from the roadside could be found. Nearly 90% of the concentration values of heavy metals in road runoff were below or in the range of the test values for seepage water in the German Soil Protection and Contamination Ordinance. The pH-values around 7 in runoff and adjacent soil provide a good retention capacity in the soil for the heavy metal input.
The high density of commercial freight transport on motorways makes it difficult for truck drivers to find safe parking places especially for longer rest periods during the night. Even though expansions have been made to satisfy the demand in Germany, overcrowding and dangerous situations still occur as a result of vehicles parking on the entrance and exit roads of rest areas. In 2005 a control procedure called "Convoy Parking" was installed at the rest area Montabaur on the A3 motorway in Germany. Convoy Parking is subject to a patent (EP 1 408 455 B1, 2007). Convoy Parking requires all drivers entering their departure time at a terminal in front of a barrier. Subsequently, on the basis of the input data, the automatically detected vehicle length and the actual situation at the rest area, a free parking row is assigned and trucks can be parked sorted. The German Federal Highway Research Institute (BASt) developed a new control procedure called "Intelligent Controlled Compact Parking" (hereafter referred to as "Compact Parking" for short) to achieve that trucks are parking in a compact way, side by side and without a driving lane between trucks. Convoy Parking and Compact Parking have a very different control procedure and appearance. While Convoy Parking assigns a parking row to the driver, Compact Parking deliberately leaves the choice of the parking row to the drivers themselves. Drivers do not have to disclose their departure time to any system and they are not stopped by any barrier because Compact Parking offers a wide range of departure times on variable message signs. Drivers ought to use the parking row where their intended departure time is offered. With the innovative system Compact Parking the capacity of an existing rest area can be quickly increased without enlarging the area. This also avoids long-term planning approval procedures and is friendly to the environment. Besides, the safety for all users of the rest area can be improved by reducing illegal parking. Compact Parking is supported by the German Federal Ministry of Transport and Digital Infrastructure (BMVI). The first installation of Compact Parking is under construction at the rest area Jura-West on the A3 motorway (Northern Bavaria). The Autobahndirektion Nordbayern (Motorway Directorate for Northern Bavaria) is the central agency to plan, build and run the motorways in Northern Bavaria and got the approval of the BMVI to realize the pilot project. BASt accompanies the pilot project and leads the implementation of the control procedure. The opening is scheduled for summer 2015.
The first version of German Highway Capacity Manual was published in 2001. Now, a new version is published in 2015 (HBS 2015). For the new German Highway Capacity Manual, most major chapters are revised and some of them are totally rewritten. The chapter for merge, diverge, and small weaving segments is rewritten in accordance with forthcoming developments in the past 10 years. In this paper, an overview of the chapter in the new German Highway Capacity Manual is presented. Procedures dealing with performance analyses and level of service (LOS) of those segments are introduced both for freeways and rural highways. Differences between the former version and the new version of the chapter in the German Highway Capacity Manual are indicated and discussed. In most of the existing highway capacity manuals, LOS of merge, diverge, and small weaving segments is traditionally defined by speed, volume, or density in critical areas. In that traditional concept several capacity values of different critical areas (merge, diverge, and weaving) as well as upstream and downstream basic segments within the influence areas are evaluated separately. In the new HBS 2015, a new model which considers the total merge, diverge, and weaving segment as an entire object is incorporated. A combined volume-to-capacity ratio (freeways) or a combined density (rural highways) is used for defining the LOS of the total segment. The parameters of the new procedure are functions of the number of lanes of the major road, the number of lanes in the on-ramp or off-ramp, and the predefined geometric design of those segments. The coefficients are calibrated with field data or defined by experts" experiences within a matrix of coefficients. With those procedures, the traffic quality (LOS) can be obtained directly as a function of the volumes or densities on the major road and on the on-ramp or off-ramp respectively. The new procedure has the following advantages: a) a uniform function for all types of merge, diverge, and small weaving segments, b) traffic quality assessment for all critical areas under investigation in one step, and c) the procedure can easily be calibrated. For applications in practice, a set of graphs is provided.
Anteile und zeitliche Verteilung von Oberflächenabfluss, Infiltration und Durchsickerung von Böschungen aus teilgesättigten Erddämmen infolge von Niederschlägen und Straßenabfluss sind bisher nur unzureichend bekannt. Für Straßenbauingenieure reicht das vorhandene Wissen über Wasser im Straßen-Erdbauwerk zur Beurteilung der Gebrauchstauglichkeit aus. Für die hydrologische Beurteilung der Durchsickerung im Hinblick auf den Boden- und Grundwasserschutz ist der heutige Wissensstand jedoch nicht ausreichend. Ziel des Projektes ist es, einen dringend benötigten Beitrag zur wirtschaftlichen und umweltverträglichen Verwertung von Ersatzbaustoffen im Erdbau zu leisten und bisher fehlende Beurteilungsmaßstäbe für den Boden- und Grundwasserschutz für die straßenbauspezifischen Gegebenheiten zu liefern. Zur Erreichung des Forschungsziels wurden in der Lysimeteranlage in Augsburg, Derchinger Straße, in acht Becken Böschungen eingebaut, die jeweils einen Ausschnitt aus einer Straßenböschung einschließlich eines Bankettstreifens darstellen. Zur Simulation von belastetem Bodenmaterial wurden dem Böschungsmaterial Schadstoffe zu dotiert. Zusätzlich wurden technische Sicherungsmaßnahmen eingebaut. Ergänzend zu den hydraulischen Größen Niederschlag, Menge von Sickerwasser und Oberflächenabfluss der Lysimeter wurden auch Konzentrationen der zu dotierten Schadstoffe (Cadmium, Kupfer und Cyanid} und weitere Parameter im Sickerwasser der Lysimeter und im Straßenabfluss bestimmt. Das dargestellte Projekt wurde gemeinsam durch die Hochschule Augsburg und die BASt von 2010 bis 2013 durchgeführt. Ein Anschlussprojekt ist derzeit in Bearbeitung.
Umweltgerechte Entwicklung von Verkehr und Infrastruktur - ein verkehrsträgerübergreifender Ansatz
(2016)
Im Expertennetzwerk des Bundesministeriums für Verkehr und digitale Infrastruktur (BMVI) sind seit 2016 die wissenschaftlichen Fachbehörden und Forschungseinrichtungen der Bundesregierung für den Straßenverkehr, die Binnen- und Seeschifffahrt, den Eisenbahnverkehr, die Luftfahrt und der Deutsche Wetterdienst zusammengeschlossen, um gemeinsam an der Entwicklung sicherer und umweltgerechter Verkehrssysteme zu arbeiten. Für die Zusammenarbeit wurden drei große Bereiche definiert, darunter das Themenfeld "Verkehr und Infrastruktur umweltgerecht gestalten". Hier werden zwischen 2016 und 2019 fünf Forschungsprojekte bearbeitet. Sie sind den Themen (1) Lebensraumvernetzung, (2) Biodiversität und Neobiota, (3) Verkehrslärm sowie (4/5) verkehrs- und infrastrukturbedingte stoffliche Umweltbelastungen gewidmet. Der Beitrag umreisst die mittel- und langfristigen Ziele des Expertennetzwerks im Bereich "Infrastruktur/Umwelt" und die Inhalte und Ziele der fünf Projekte der ersten Etappe der Zusammenarbeit.